Vibrating propeller



i UNITED STATES PATENT AOFFICE.

HENRY K. s'HnNcK, on ARGANUM, omo.

VIBR'ATINGl PROFIELLERE.`

SPECIFICATION forming part ef Letters Patent No. 224,233, dated February 3, 1880.

Application flied August 13, 1819.

ATo all whom it may concern,

` of Ohio, have invented certain new and useful Improvements iu Vibratingv Propellers, of

which the following is a specification.

My invention relates to a novel construction and arrangement of directacting submerged propellers applicable to ships and boats, and is especially adapted for canal-boats, its main object being to produce a proper speed in the boat with a minimum degree of power, and without creating a lateral Wash of the waters, which will damage the banks.

The propeller belongs to the general class known as ducks-foot propellers, and according to my invention consists of apractically horizontal double shaft, or two shafts connected by a cross-bar, havingimparted to it alon- -gitudinal reciprocating motion, and having scoured to its outer end or ends one or' more pivoted or hinged Wings normally, and during the inward movement of the shaft standing edgewise in the line of travel of the craft, but during the outward stroke of the shaft stand-V ing ata-greater or less angle to its normal position and approximately ilatwise across the line of travel, so as to act atwise against the water and deliver an effective propulsive stroke for impelling the boat forward. When two wings are used they approach eachother and lie atwise nearly'or quite parallel during the inward stroke, but diverge and stand nearly or quite edge to edge duringV the outward stroke. Suitable stops are arranged to limit the vibratory movement of the win gs. The direct stroke in the line of travel of the boat produces comparatively little lateral wash.

The motive deviceof the propeller consists of a spring walking-beam connected to the inner end of the shaft by a suitable linkV and deriving a vibratory motion from a steamengine or other motor. "When a propeller is 1driven outward by the Walking-beam the elasticity of the latter prevents the wings from simply violently displacing the water, and thereby losing their most'eifectivel propulsive force, and permits them to, as it may be said,`take hold of the water'from the start. The elasticity of the beam also obviates the jar of the boat which would occur at the beginning of both Y Vri gid.

In the `accompanying drawings, Figure 1 represents'a horizontal sectional view of the stem of a boat provided with two propellers according to my invention; Fig. 2 is an end view of the Wings ofthe propeller as they stand during the outward stroke, and Figi?) `is a -view of same as they stand during the inward stroke andoppose the least resistance to the play of thershaft. f. Y

' The letter A indicates thetwo double shafts,

,arrangedfto play longitudinally through snitable bearings `4B in the stern-wall C of the boat, and also through other bearings, D, which should be properly arranged and supported within the boat. Each of the double shafts A is composed of two parallel single shafts or arms, @connected firmly at their innerends by a `cross-bar, a', and rigidly secured at their outer ends to a cross-head, E.

lThis construction of the propeller-shaft is used in order to prevent any tendency to rotary motion or torsional strain, and to hold the wings truly in their 'most effective plane of movement. p

To the outer edge of each cross-head are hinged the wings F by means of hinge-straps g fastened to said win gs, similar straps g fixed to the cross-head, and a pintle-rod, f, passing through the tubular portions of all said straps and having itsends secured in sockets in rear-1 lward extensions -e of the cross-heads, in order that said rod may be rmly supported. These rearward extensions c are bent inwardly toform stops c', which limit collapsing movement ofthe wings, and from theiopposite sides of the cross-head project other stops, h, which limit the expanding or diverging movement of -said wings.

The letter K designates the spring walking-beam, composed of the rigid central por-V tion, k, and the elastic extensions or end portions,.L,'preferably formed by flrmly bolting to the central rigid-portion a bar of springsteel of proper length; or theelastic extensions may each be composed of several leaves of spring-steel arranged in any known and suitable manner for forming springs. y

The ends of these elastic portions of the IOO walking-beam are connected by suitable links m to the cross-bars a of the propeller-shafts, and one end of the rigid portion k of the walking-beam is pivoted to the piston-rod u of a steam-engine, the cylinder N only of which is shown.

In an arrangement such as shown in the drawings, when the piston-rod is connected directly to the walking-beam the cylinder should oscillate, as in the ordinary oscillating engine; but an engine with stationary cylinder may, of course, be used, and the piston-rod connected to the walking-beam through what are known as mtrallel-motion links.

It is obvious that on thc initial movement of the beam to drive either shaft outward the elastic extension will yield slightly and cause the shaft to gradually attain its t'ull speed, thus preventing the jar which would be given the boat were the beam and its connections with thc shaft rigid. so that the wings would be caused to strike the water with full force at the start.

Another very great advantage of the elasticity of the beam is that the propeller is notl forced suddenly through the water, displacing it without producing a due e'ect upon the boat, but is caused to move in such manner against the water as to produce a maximum propulsive effect upon the boat in relation to the displacement of water occasioned.

Instead of providing the walking-beam with elastic extensions, as shown in the drawings, said beam may be made rigid its entire length and have its ends connected to the propellershafts by elastic links, such as strong helical or elliptic springs secured to pivoted heads or links, or connected to the beam and propellershaft in any other suitable manner.

From the opposite sides of the boat I extend guards 0 rearwardly beyond the p0sition of the propeller-wings when in line, 'for the purpose of protecting said wings from injury in passing through canal-locks.

What I claim is- The combination, with the cross-head E, carrying the vibrating wings F, the reciprocating shafts B, and the spring milking-beam K, having iiexible connections L, secured to the shafts respectively by means of suitable links, substantially as specified.

In testimony that I claim the foregoing I have hereunto set my hand in the presence of the subscribing witnesses.

HENRY K. SHANOK.

Witnesses:

G. DAvIs, J. R. DAvrs. 

